TRAILER ASSEMBLY

• US 20200130743A1
• Filed: 12/27/2019
• Published: 04/30/2020
• Est. Priority Date: 06/28/2017
• Status: Active Grant

• Current Assignee: Slingshot Haulage Pty., Ltd.
• Original Assignee: Slingshot Haulage Pty., Ltd.
• Inventors: Dehne, Leigh, McDonnell, Kevin
• Granted Patent: US 11,459,032 B2
• Time in Patent Office: Days
• CPC Class Codes: B60P 3/40 for carrying long loads, e.g. with separate wheeled load supporting elements E04G21/14 takes precedence; signal devices to be attached to overhanging load B60Q7/02
• CPC Class Codes: B62D 13/00 Steering specially adapted for trailers combined traction and steering hitches B60D
• CPC Class Codes: B62D 13/025 the pivoted movement being initiated by the coupling means between tractor and trailer
• CPC Class Codes: B62D 13/04 for individually-pivoted wheels
• CPC Class Codes: B62D 53/061 of flat bed or low loader type or fitted with swan necks detachable swan necks B62D53/065; swan neck-fifth wheel couplings B62D53/08
• CPC Class Codes: B62D 53/0835 Coupling saddles able to rock in all directions, e.g. for use in rough terrain
• CPC Class Codes: B62D 53/0842 King pins

Abstract

A trailer assembly with improved lateral support structure and steering system control of the axial wheels on a front elongated trailer and a rear elongated trailer to remain in a collinear following configuration to carry elongated loads extending over the extended lengths of the combination of the front elongated trailer and the rear elongated trailer and allow ready turning control.

Claims

1. A trailer assembly comprising:

a lead trailer comprising a body having a front end and a rear end, the front end comprising connection means for connection to a prime mover and the rear end comprising at least one lead trailer wheel assembly having a self-steering axle;

a rear trailer comprising a body having a front end and a rear end, the rear end comprising at least one rear trailer wheel assembly; and

a coupling means between the lead trailer and the rear trailer, wherein the coupling means comprises two laterally spaced connections between following connected trailers to substantially prevent pivoting of one trailer to another around a vertical axis; and

a steering control means for controlling at least one lead trailer wheel assembly of a multiple axle wheel assembly acting separately or in unison and at least one rear trailer wheel assembly of a multiple axle wheel assembly acting separately or in unison wherein the operation between the lead trailer wheel assembly and the rear trailer wheel assembly is coordinated with the connection to the prime mover;

wherein the coupling means allows the rear trailer to pivot relative to the lead trailer substantially about a generally horizontal coupling axis extending transverse to the longitudinal length of the lead trailer; and

wherein the steering control means controls automatically, the at least one lead trailer wheel assembly of a multiple axle wheel and the at least one rear trailer wheel assembly of a multiple axle wheel.

2. The trailer assembly of claim 1 wherein the automatic control of the steering control means is effected when the at least one lead trailer wheel assembly of a multiple axle wheel and the at least one rear trailer wheel assembly of a multiple axle wheel reach predetermined effecting angles relative to the angle of the at least one lead trailer wheel assembly or the at least one rear trailer wheel assembly to the first and second trailer;

wherein the automatic control of the steering control means is effected when the at least one lead trailer wheel assembly of a multiple axle wheel and the at least one rear trailer wheel assembly of a multiple axle wheel reach predetermined effecting angles relative to the angle of the prime mover to the first and second trailer; and

wherein the automatic control of the steering control means is effected by a steering control based on prime mover to front trailer angle, providing a proportional steering control to the relative rotation of the connection of the front trailer to the prime mover.

3. The trailer assembly of claim 1 wherein the steering control means controls steering automatically such that when a turn in a first direction is effected by the steering wheels of a prime mover:

a. initially the supporting wheels of the front trailer are turning in the first direction until reaching a predetermined maximum turning angle and while the supporting wheels of the rear trailer are in a straight-ahead position; and

b. the halting of the turning of the supporting wheels of the front trailer and the turning in a second direction being to the opposite side of first direction of the supporting wheels of the rear trailer so that the rear wheels can steer in a continuous C-curve or reverse C-curve by the motion effected by the steering and pulling motion of the prime mover and the front trailer;

c. the straightening and or turning of the steering wheels of the prime mover further switching to effect, by the motion effected by the steering and pulling motion of the prime mover back to a substantially straight position of the supporting wheels of the front trailer and the supporting wheels of the rear trailer returning to a straight-ahead position.

4. The trailer assembly of claim 3 wherein the steering control means further includes a locking means on at least one lead trailer wheel assembly having at least one self-steering axle or a multiple axle wheel assembly acting in unison and a locking means on the rear trailer comprises a rear trailer wheel assembly having at least one self-steering axle or a multiple axle wheel assembly acting in unison.

5. The trailer assembly of claim 4 further includes a control for controlling the locking means automatically such that

a. initially the locking mechanism is able to effect the supporting wheels of the front trailer to be in an unlocked self-steering mode until reaching a predetermined maximum turning angle and while the supporting wheels of the rear trailer are in a locked straight-ahead position;

and

b. switching of the locking mechanism effects the locking of the supporting wheels of the front trailer to re-lock once the supporting wheels of the front trailer are in a straight-ahead position, and unlocking of the supporting wheels of the rear trailer so that the rear wheels can self-steer by the motion effected by the steering and pulling motion of the prime mover and the front trailer;

c. further switching of the locking mechanism to effect, after self-steering by the motion effected by the steering and pulling motion of the prime mover back to a substantially straight position, of the supporting wheels of the front trailer to be in an unlocked self-steering mode and the supporting wheels of the rear trailer are in a locked straight-ahead position.

6. The trailer assembly of claim 1 wherein the coupling means comprises a coupling assembly comprising at least two laterally spaced fifth wheel couplings provided at the rear end of the lead trailer and at least two corresponding kingpins provided at a front end of the rear trailer.

7. The trailer assembly of claim 6 wherein the coupling means provides a high torsion connection and wherein the coupling means includes

a. an elongated shaped engaging means mounted pivotably between two supports so as to extend in a transverse direction to the elongated length a first of the trailers;

b. a raised shape receiving means that is hollow and overlies a cut-out in a second of the trailers for receiving and engaging the elongated shaped engaging means;

c. a locking means for locking laterally and limiting vertically in relative fixed positions the elongated shaped engaging means and the raised shape receiving means;

wherein the connected trailers are substantially prevented from relatively pivoting around a vertical axis but have limited pivoting around a transverse horizontal axis to allow limited different dipping relative to each other.

8. The trailer assembly of claim 7 wherein the coupling means substantially limits the rear trailer from pivoting relative to the lead trailer about any vertical axis.

9. The trailer assembly of claim 7 wherein the coupling means substantially limits the rear trailer from pivoting relative to the lead trailer about a horizontal axis generally aligned with the longitudinal length of the lead trailer.

10. The trailer assembly of claim 8 wherein the coupling means provides a maximum decline angle of the rear trailer relative to the lead trailer of about 8°

and/or a maximum incline angle of about 8°

.

11. The trailer assembly of claim 1 wherein the lead trailer comprises at least one lead trailer wheel assembly having at least one self-steering axle or a multiple axle wheel assembly acting in unison and the rear trailer comprises a rear trailer wheel assembly having at least one self-steering axle or a multiple axle wheel assembly acting in unison.

12. The trailer assembly of claim 11 wherein the rear trailer wheel assembly self-steering axles are operative in accordance with the determined operation of the at least one lead trailer wheel assembly self-steering axle when in a slow turning operation.

13. The trailer assembly of claim 12 wherein the rear trailer wheel assembly self-steering axles is locked until the determined operation of the at least one lead trailer wheel assembly self-steering axle reaches a limiting turn angle.

14. The trailer assembly of claim 13 wherein the limiting turn angle is a predetermined angle in the range of 4 degrees to 10 degrees.

15. The trailer assembly of claim 13 wherein the determined operation of the at least one lead trailer wheel assembly self-steering axle is detected wirelessly by a detector mounted at or near the rear trailer wheel assembly self-steering axles.

16. The trailer assembly of claim 15 wherein the detector is an optical sensor detecting the turning angle of the at least one lead trailer wheel assembly self-steering axle and whether a limiting turn angle is reached.

17. The trailer assembly of claim 15 wherein the detector is associated with a activator for locking or unlocking the rear trailer wheel assembly self-steering axles upon the at least one lead trailer wheel assembly self-steering axle being detected by the detector to have

a. reached the limiting turn angle and unlock the rear trailer wheel assembly self-steering axles or

b. reaching a straight-ahead angle and locking the rear trailer wheel assembly self-steering axles.

18. The trailer assembly of claim 17 wherein the activator for locking or unlocking the rear trailer wheel assembly self-steering axles is a solenoid.

19. A coupling assembly for coupling a lead trailer to a rear trailer, the coupling assembly allowing the rear trailer to pivot relative to the lead trailer only about a generally horizontal coupling axis extending transverse to the longitudinal length of the lead trailer.

20. The coupling assembly of claim 19 comprising at least two laterally spaced connection means between the lead trailer and the rear trailer.

21. The coupling assembly of claim 19 comprising at least two laterally spaced fifth wheel couplings provided at the rear end of the lead trailer and at least two corresponding kingpins provided at a front end of the rear trailer.

22. A method of transporting and steering extensive elongated loads using a prime mover and multiple elongated trailers each having a set of rear wheels comprising the steps of:

a. providing a pivotal connection at a front of a front trailer around a vertical axis for connection to and pulling by a prime mover;

b. providing a connection between an overlapping rear of the front trailer and the front of the rear trailer over a rear set of supporting wheels of the front trailer;

c. providing lateral stability coupling systems on the sides of the overlapping rear of the front trailer and the front of the rear trailer substantially preventing pivoting rotation of one trailer to the connected other trailer around a vertical axis;

d. providing a locking mechanism for a part of or the set of supporting wheels of the front trailer and the rear trailer;

e. controlling the locking mechanism of the part of or the set of supporting wheels of the front trailer and the rear trailer such that generally, if the supporting wheels of the front trailer are locked, the supporting wheels of the rear trailer are unlocked and able to self-steer by the motion effected by the steering and pulling motion of the prime mover.

23. A method according to claim 22 wherein in a turn effected by steering the prime mover in the steps of:

a. initially the locking mechanism effecting the supporting wheels of the front trailer to be in an unlocked self-steering mode until reaching a predetermined maximum turning angle and while the supporting wheels of the rear trailer are in a locked straight-ahead position; and

b. switching of the locking mechanism to effect the locking of the supporting wheels of the front trailer and unlocking of the supporting wheels of the rear trailer so that the rear wheels can self-steer by the motion effected by the steering and pulling motion of the prime mover and the front trailer;

c. further switching of the locking mechanism to effect, after self-steering by the motion effected by the steering and pulling motion of the prime mover back to a substantially straight position, of the supporting wheels of the front trailer to be in an unlocked self-steering mode and the supporting wheels of the rear trailer are in a locked straight-ahead position.

24. A method according to claim 23 wherein the lateral stability coupling systems includes providing provides a high torsion connection and wherein the coupling means includes

a. an elongated shaped engaging means mounted pivotably between two supports so as to extend in a transverse direction to the elongated length a first of the trailers;

b. a raised shape receiving means that is hollow and overlies a cut-out in a second of the trailers for receiving and engaging the elongated shaped engaging means;

c. a locking means for locking laterally in relative fixed positions the elongated shaped engaging means and the raised shape receiving means;

wherein the connected trailers are substantially prevented from relatively pivoting around a vertical axis but have limited pivoting around a transverse horizontal axis to allow limited different dipping relative to each other.